In January 2025, reports said the incoming Trump administration might seek to end NHTSA’s crash-reporting requirement for certain automated-driving and driver-assistance systems. That was a reported possible intention—not proof that the administration adopted a repeal plan. NHTSA’s current records show the Standing General Order remains in force, streamlined by a 2025 amendment.
Did Trump end NHTSA’s automated-vehicle crash reporting rule?
No. NHTSA’s current records describe the Standing General Order (SGO) as an ongoing reporting system. The Office of Information and Regulatory Affairs listed its information collection as active and approved on August 28, 2026, with an expiration date of August 31, 2029. The order was modified in 2025, not abolished. OIRA’s 2026 record and NHTSA’s current SGO page document its status.
That current status is distinct from January 2025 reporting that the incoming administration might seek to scrap the requirement. The available contemporary reporting described a possible intention; it does not establish that a repeal was formally adopted. Reuters reported on the possibility.
What does the NHTSA order require?
NHTSA issued Standing General Order 2021-01 on June 29, 2021. It requires certain identified manufacturers and operators to report qualifying crashes involving specified automated-driving and driver-assistance systems. It is not a consumer reporting obligation: drivers and other members of the public are not among the entities required to file under the order. NHTSA’s order summary sets out the covered entities and requirements; the agency’s 2021 announcement explains its purpose.
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Level 2 driver assistance and automated driving are different
The order covers specified crashes involving SAE Level 2 advanced driver-assistance systems (ADAS) and SAE Levels 3–5 automated driving systems (ADS). Level 2 systems can provide steering and speed input, but a human driver must remain fully engaged in the driving task. An ADS at Levels 3–5 is designed to perform the full dynamic driving task within a defined operating domain without driver involvement. A vehicle marketed as having automation is not automatically covered in every use or crash; the order’s system, entity, timing, and outcome criteria matter. NHTSA explains the distinctions and scope.
Which crashes can trigger a report?
Under NHTSA’s current summary, a qualifying system generally must have been in use at some point within 30 seconds before the crash. Outcomes that trigger reporting differ by system. For ADS, specified property-damage and injury outcomes can qualify. For Level 2 ADAS, criteria include a vulnerable road user being struck, a fatality, airbag deployment, or a person being transported to a hospital for medical treatment. Definitions and request-specific provisions affect the precise scope, so the agency’s current order—not a simplified list—controls in edge cases. See NHTSA’s current requirements.
What changed in the 2025 amendment?
NHTSA’s third amendment took effect June 16, 2025. The agency said it was intended to preserve safety oversight while reducing unnecessary and duplicative reporting. Most crashes reportable under earlier versions remain reportable, but the filing process changed. NHTSA summarizes the current order.
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| Reporting element | Current approach under the 2025 amendment |
|---|---|
| Most severe crashes | Reports are due within five days. |
| Less severe crashes | Reports are due monthly. |
| Duplicate filings | Multiple entities generally no longer have to report the same crash. |
| New information | Entities must update a report when new information arrives, rather than at set intervals. |
| Months with no reportable crashes | Entities no longer file empty monthly reports. |
| Form fields | Some fields were streamlined. |
In September 2026, NHTSA said it continued monitoring automated-driving vehicles through the order. The agency also denied a separate petition for rulemaking; that decision was not a rescission of the SGO. The Federal Register notice addresses the petition and states that NHTSA did not consider pursuing rulemaking based on it the best use of agency resources at that time.
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NHTSA says timely crash notifications can help it identify possible safety defects, investigate incidents, follow up with companies, spot trends, and take enforcement action when warranted. Before the SGO, the agency says it often learned of crashes through less systematic routes, including media reports, law-enforcement referrals, and voluntary company notices. In announcing the order in 2021, then-Acting Administrator Steven Cliff said the reports would give the agency access to data that could help it quickly identify emerging safety issues. NHTSA’s announcement describes the agency’s rationale.
What NHTSA says the reports have supported
From June through December 2025, NHTSA received 517 alleged ADS crash reports and 787 alleged Level 2 ADAS crash reports. The agency also reported that its engagement with entities from the amendment’s June 2025 start through July 2026 contributed to seven formal investigations and prompted seven recalls. These are NHTSA-reported counts and outcomes, not independent estimates of all crashes or comparative safety rates. NHTSA provides the figures and qualifications.
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Can the report totals show which company or system is safest?
No. The totals are not a reliable basis for ranking companies or declaring one automation system safer than another. NHTSA cautions that SGO reports should not be assumed to represent all crashes statistically. Manufacturers differ in telemetry and access to crash information: one may learn of an incident quickly, while another may hear about it only later through a consumer—or may not learn of it at all. Initial reports can also be incomplete or unverified, and reporting entities generally do not have to affirmatively collect additional details after filing. NHTSA describes these data limitations.
Raw totals also lack exposure denominators such as fleet size, vehicle miles traveled, and operating design domain. Without comparable information about how many vehicles used each system, how far they traveled, under what conditions, and how completely crashes were reported, a count is not a crash rate. A defensible comparison would need those exposure measures as well as consistent data on system use and crash severity; the SGO totals alone do not provide them.
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